Internal-combustion engine



W. H. SCHNEIDER.

INTERNAL COMBUSTION ENGINE.

APPLICATIQN FILED AUG. 18. 1919.

1,370,707, Patented Mar. 8,1921;

. 2 SHEETS-SHEET1.

I IN VENTOR. flzimfld ATTORNEY.

W. H. SCHNEIDER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG-18, 1919.

Patented Mar. 8, 1921 2 SHEETS-SHEET 2.

Fig. 5.

Fig.2.

B Z242; W

ATTORNEY.

UNITED STATES WILLIAM H. SCHNEIDER, 0F ALBANY, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Mar. 8, 1921.

Application filed August 18, 1919. Serial No. 318,079.,

To all whom it may concern:

Be it known that 1, WILLIAM H. SCHNEI- DER, a citizen of the United States of America, residing at the city of Albany, in the county of Albany and State of New York, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification. j My invention relates to internal combustion engines of the two-cycle type, and the objects of my invention are: first, to eliminate compression in the crank case; second, to provide an engine which is inherently balanced; third, to eliminate pressure on the crank shaft bearings due to piston thrust; fourth, to secure a large degree of expansion of the products of combustion in proportion to the length of the crank arms; fifth, to insure thorough scavenging of the products of combustion; sixth, to prolong the life of the cylinders; seventh, to insure a sufficient supply of oil to all moving parts; eighth, to insure positive ignition of the explosive mixture; ninth. to provlde means for pre-heating the fuel outside the combustlon chamber, thus insuring its complete vaporization and permitting the use of low grade fuels; tenth. to prevent excessive heating of the spark plug; eleventh. to provide an engine simple in construction, whose various parts are easily accessible; together w1th such other elements and combinations as are hereinafter more particularly set forth.

I accomplish these objects by means of the -mechanism illustrated in the accompanying drawing, in which:

Figure 1 is a cross section of my engine taken perpendicular to the axis of the crank shaft, showing the positions of the various parts near the end of the power stroke.

Fig. 2 is a cross section of my engine taken through the axis of the crank shaft. showing the positions of the various parts at the end of the compression stroke.

Fig. 3 is a cross section of my engine taken perpendicular to the axis of the crank shaft, showing the positions of the various parts near the end of the compression stroke.

Fig. 4 is an enlarged view of a fragment of Figs. 1 and 3, showing more in detail the spark plug group.

The same reference characters refer to the same parts through the several views.

Referring to the drawings, 5, is the base of my englne, the bottom of which may be so shaped asto fit any desired type of crank case, or any other suitable foundation.

Formed on top of the base, 5, is an annular groove adapted to be closed ofi' from the lnterior of the base proper by the lower end of the cylinder 1, so as to form an exhaust chamber, 5, and having a port, 6, adapted to beconnected to an exhaust manifold. An opening adapted to receive the lower end of said cylinder. 1, is'formed in the partition wall separating the aforesaid annular groove from the lower part of the base, 5.

The lower end of the cylinder. 1, is adapted to extend into the base. 5, as shown in the drawings, and to fit closely into the opening in the partition wall separating the exhaust chamber, 5, from the interior of the base, 5, and has formed thereon an annular shoulder, 1, adapted to seat against the rim of the beforementioned opening so as to make a gas-tight joint.

At the proper distance above said annular shoulder is formed a flange. 1", adapted to be fastened, by any suitable means. to the top of the base, 5, so as to make a gas tight joint. Said flange also acts as a cover for the opening, 5, in the top of the exhaust chamber. 5.

At a distance from the top of the cylinder, 1. substantially as shown in the drawings, is formed a flange, 10, adapted to engage with, and have fastened thereto so as to form a tight joint, the flange, 11, on the bottom of the cylinder head, 12.

Between the flanges. 1 and 10. is a jacket, 2, provided with suitable openings and adapted to form a chamber for a water jacket. Suitable radiating fins or rings may be substituted for thew'ater jacketin In the upper face of the flange. 10, preferably form a groove, 19, adapted to be connected in any suitable manner with a source of oil supply (not shown), and having a series of ducts, 20, leading therefrom to the interior of the cylinder, 1. This arrangement provides means for oiling the upper part of the cylinder, 1, and piston, 21, at the point where oil from the usual crank case oiling system might fail to penetrate.

Formed in the'side and near the center of the cylinder 1, is a spark plug recess and firing chamber, 7, connected by a port, 8, with the interior of the cylinder.

A port, 9, is provided to. afford drainage from the spark plug recess.

A series of inlet ports, 22, are formed through the cylinder wall above the flange, 10, and a series of exhaust ports, 4, are formed through the cylinder wall below the flange, 1", said ports, 4, discharging into the exhaust chamber, 5

The cylinder head, 12, having a greater internal diameter than the outside diameter of thecylinder, 1, has formed therein a fuel inlet, 16, adapted to be connected to a source of fuel supply (not shown). The cylinder head, 12, also has mounted therein the inlet valve, 17 The inlet valve may be of any desired typev and either automatic (as shown) or mechanically operated.

Surrounding the inlet valve, 1'3, is a deflector, 18, adapted to direct the incoming fuel toward the head, 36, of the piston, 21, and away from the wall of the cylinder.

The flange, 11, on the bottom of the cylinder head, 12, is adapted to engage with, and be fastened to, the flange, 10, on the, cylinder, 1, and to cover the oil groove, 19, formed in the top of said flange, 10.

A fuel passage, 13, connects the interior 0f the cylinderliead, 12, (which is also the initial compression chamber) through a suitable non-return valve, 15, to the spark plug recess, 7 This fuel passage preferably reaches the spark plug recess by being connected into a channel formed in the gasket ring, 10, giving access through the holes. 41, in the apron of the spark plug, 14:, to

the interior of the spark plug and thence into the spark plug recess. Although I prefer to make this connection externally as shown, this fuel passage may be formed integral with the castings; and instead of be ing connected through the spark plug, may be connected in any suitable manner directly into the spark plug recess, 7.

Slidably mounted in the cylinder, 1, is an outer piston, 21, the head, 36, of which is located a short distance below the upper end of the piston wall. In the head, 36, is an inspection opening'closed by a remov able plug, 37. The piston head, 36, and plug, 37, are provided with ribs or fins, 38. adapted to increase the radiating surface of these parts.

Below the head, 36, of the piston, 21, are a series of inlet ports, 22, adapted to register with the inlet ports, 3, formed in the cylinder, 1, and one of them also adapted to register with the port, 8, leading to the firing chamber, 7.

Toward the lower end of the piston, 21, are formed a series of exhaust ports, 23, adapted to register with the exhaust ports, 4, in the cylinder, 1.

Formed in the outer surface of the piston, 21, is a gas relief groove,-2l, said relief groove adapted to register with the port, 8, leading to the firing chamber, 7, and to connect said port, 8, at the proper time, with one of the exhaust ports, 4, leading into the exhaust chamber, 5.

A suitable trunnion yoke, 29, provided with oppositely disposed trunnions, 31, is secured in a groove, 30, formed near the bottom end of the piston, 21, or said trunnions may be formed integral with the piston.

Slidably mounted in the piston, 21, is an ordinary trunk piston, 25..

Suitable piston rings are provided in both pistons, 21 and 25.

The piston, 21, is linked by means of the connecting rods, 28, 28, to the outer throws, and the piston, 25, by means of the connecting rod, 27, to the center throw of a threethrow opposed crank shaft, 26.

The operation of my device is as follows:

When the engine is cranked the first downward stroke "of the outer piston, 21, draws fuel from the carburetor through the passage, 16, past the automatic inlet valve, 17, into the cylinder head, 12, and the cylinder, 1, above said piston, 21.

On the following upward stroke of said piston, 21, the fuel charge is compressed above said piston, 21, in said cylinder. 1.

and cylinderhead, 12, 2. 6., in the initial compression chamber, until the inlet ports, 3 and 22, register with each other, the fuel charge then passing through said inlet ports, 3 and 22, into the inside of said piston. 21, as shown in Fig. 1.

As the crank shaft, 26, passes dead center, the outer piston, 21, moves downward and the inner piston, 25, moves upward.

closing all ports and compressing the fuel charge inside said outer piston, 21. Slightly before the crank shaft again reaches dead center, as shown in Fig. 3. one of the inlet ports, 22, registers with the port, 8, and contlnues to do so until after the crank shaft has again passed dead center. At some point during the registering of ports, 8 and 22, a spark occurs at the plug, 14, firing the fuel charge through said ports, 8 and 22.

The expansive force generated by the heat of combustion forces the outer piston, 21, upward and the inner piston, 25, downward, the rectilinear motion of said pistons being transformed into rotatory motion by the connecting rods, 27 and 28. and the crank shaft, 26.

As the outer piston, 21, moves upward, the

exhaust ports, 23 and 4, register with each other and are uncovered by the downward motion of the inner piston, 25, and upward motion of the outer piston, 21, and the burnt gases escaping through them into the exhaust chamber, 5", and through the passage, 6, into the exhaust manifold.

The shoulder, 1 prevents exhaust gases from passing downward from the exhaust chamber, 5, into the crank case.

After said exhaust ports, 23 and 4, register with each other, and while they are still open, the inlet ports, 3 and 22, register with each other, a fresh charge of fuel charge entering the outer piston, 21, through them and forcing the residual burnt gases out through the exhaust ports, 23 and 4.

Between the registering of said exhaust ports, 23 and 4, and inlet ports, 3 and 22, the spark plug relief groove, 24, in piston, 21, registers with the port, 8, and fresh. fuel is forced from the cylinder head, 12, through the passage, 13, past the valve, 15, preferably through the holes, 41, bored in the spark plug, 14, (see Fig. 4) filling the interior of said spark plug with clean, pure, fresh fuel, and in so doing, replaces the products of combustion left there from the previous explosion. The passage, 13, may be connected, .in any desired manner, directly into the spark plug recess, 7. The burnt gases are forced on through said port, 8, groove, 24, and exhaust port, 4, into the exhaust chamber, 5, insuring that fresh fuel surrounds the spark plug points at the time of firing, thus preventing misfiring. The comparatively cool fuel entering the spark plug prevents excessive heating of said plug, thus avoiding cracking of the insulation. The valve, 15, prevents reversal of flow during compression and combustion when ports, 8 and 22, register with each other.

As the crankshaft continues to rotate, the outer piston, 21, again moves downward and the inner piston, 25, moves upward, closing all ports and compressing the fuel charge inside said outer piston, 21, as before, the foregoing cycle repeating indefinitely.

As the outer piston, 21, moves downward,

it uncovers the ends of the oil ducts, 20,

and due to the partial vacuum above said piston, 21, oil is drawn from a source of supply (not shown) through the oil groove, 19. and ducts, 20, onto the walls of the cylinder, '1, thus insuring proper lubrication between the cylinder walls and the outer piston, 21, the lubrication of the inner piston, 25, being accomplished by any desired system from the crank case. A check valve will be necessary in the supply line to prevent a reversal of flow when the outer piston, 21, is moving upward, producing compression in the cylinder, 1, and head, 12.

As the fuel charge is drawn past the automatic inlet valve, 17, (Figs. 1, 2 and 3), the deflector, 18, throws it down onto the hot piston head, 36, where it is thoroughly vaporized by the intense heat of the piston head, said vaporization being materially aided by the radiating fins, 38. This thorough vaporization insures perfect combustion and high efiiciency, and permits the use of lower grade fuels than could be used if the fuel charge were imperfectly vaporized upon entering the combustion chamber.

In a vertical engine of this type, the oil duct, 9, drains any accumulated oil from the spark plug recess, 7, onto the inner wall of the cylinder, 1. In a horizontal engine of this type, the spark plug may be placed on the top of the cylinder, in which case the oil duct, 9, will be unnecessary, as oil will drain through the port, 8 onto the inner wall of cylinder, 1.

By disconnecting the flange, 1, from the base, 5, the cylinder, 1, together with the cylinder head, 12, may be lifted clear of said base and removed from the outer piston, 21. Access to the exhaust chamber, 5,

.for the purpose of inspection and cleaning may then be had through the annular opening, 5", and the outer piston, 21, being also exposed, may be inspected and new rings may be placed thereon if desired.

The base, cylinder and cylinder head, being made separately, give to my engine simplicity of construction and facility in assembling and taking down, rendering the various parts easily accessible.

The removable plug, 37, gives easy access to the combustion chamber for the purpose of inspection or cleaning.

From the foregoing description, it is evident that in my invention 1 have eliminated compression in the crank case; provided an engine which is inherently balanced, the comparatively large and heavy outer piston, 21, being cushioned by compressed gases at each end of its stroke, and the oppositely reciprocating parts, if properly proportioned, balancing each other; eliminated pressure on the crank shaft bearings due to piston thrust, the downward and upward-thrusts of the two pistons being equal and opposite in direction; secured a large degree of expansion of the products of combustion in proportion to the length of the crank arms, the linear piston-displacement being four times the length of the crank arms instead of twice said length as in engines having a single piston; insured a thorough scavenging of the products of combustion, such portion of said products as remains after the exhaust ports open being forced-out by the incoming fuel charge; prolonged the life of the cylinder, since the cylinder walls are not exposed to combustion; insured a sufficient supply of oil to all moving parts, since the oiling of the upper part of the cylinder walls is done independently of the crank the spark plug, this being accomplished by the introduction of fresh and comparatively 1 cool fuel directly into the interior of said plug; provided means for preheating and thus thoroughly vaporizing the fuel charge outside the combustion chamber, this being accomplished by my deflector and piston head with radiating fins; and provided an engine simple in construction, whose various parts are easily accessible, since the base, cylinder and cylinder head are made separately and are easily detached from each other.

What I claim as my invention and desire to secure by Letters Patent is:

'1. In an internal combustion engine, a base; a cylinder provided with inlet and exhaust ports, and a separable head; a fuel inlet and an inlet valve in said head; a spark plug recess formed in the side of said cylinder; a passage from said cylinder head to said recess; a non-return valve in said passage; an outer piston provided with inlet and exhaust ports and adapted to reciprocate in said cylinder; an inner iston adapted to reciprocate in said outer piston; a crank shaft; and means for connecting said pistons with said crank shaft.

2. In an internal combustion engine, a base; a cylinder provided with inlet and exhaust ports and a separable head; an initial compression chamber; an inlet port and an inlet valve in said head; a spark plug recess formed in the side of said cylinder; a passage from said initial combustion chamber to said recess; a non-return valve in said passage; an outer piston provided with inlet and exhaust ports and adapted to reciprocate in said cylinder; an inner piston adapted to reciprocate in said outer piston; a crank shaft; and meansfor connecting said pistons with said crank shaft.

3. In an internal combustion engine, a base; a cylinder provided with inlet and exhaust ports, and a separable head; a fuel inlet and an inlet valve in said head; a spark plug recess formed in the side of said cylinder; a passage from said cylinder head to said recess; a non-return valve in said passage; an outer piston provided with inlet and exhaust ports and adapted to reciprocate in said cylinder; a relief groove in the surface of said outer piston adapted to connect said spark plug recess with an exhaust port in said cylinder; an inner piston adapted to reciprocate in said outer piston; a crank shaft; and means for connecting said pistons with said crank shaft.

4. In an internal combustion engine, a base; a cylinder provided with inlet and exhaust ports and a separable head; an initial compression chamber; an inlet port and an inlet valve in said head; a spark plug recess formed in'the side of said cylinder; a passage from said initial combustion chamber to said recess; a non-return valve in said passage an outer piston provided with inlet and exhaust ports and adapted to reciprocate in said cylinder; a relief groove in the surface of said outer piston adapted to connect said spark plug recess with an exhaust port in said cylinder; an inner piston adapted to reciprocate in said outer piston; a crank shaft; and means for connecting said pistonswith said crank shaft.

'5. In an internal combustion engine, a base having an exhaust chamber and an exhaust port formed therein; a cylinder provided with inlet and exhaust ports, a spark plug recess in the side thereof, and a separable head; an inlet port and an inlet valve in said head; a passage from said cylinder head to said recess; a non-return valve in said passage; a port from said recess to said cylinder; an outer piston provided with inlet and exhaust ports and adapted to recipcate in said cylinder; a relief groove in the surface of said outer piston adapted to connect the port from said spark plug recess with an exhaust port in said cylinder; an inner piston adapted to reciprocate in said outer piston; a crank shaft; and means for connecting said pistons with said crank shaft.

6. In an internal combustion engine, a base having an exhaust chamber and an exhaust port formed therein; a cylinder, provided with inlet and exhaust ports, mounted on and projecting into said base and sepa= ratlng sald exhaust chamber from the rest of said base; a separable head on said cylinder; an inlet port and an inlet valve in said head; a spark plug recess formed in the side of sald cylinder; a passage from said cylinder head to saidrecess; a non-return valve 1n said passage; an outer piston adapted to reciprocate in said cylinder and provided with inlet and exhaust ports, and with an inspection opening in the head thereof, closed by a removable plug, said piston head and plug having radiating fins formed thereon; a relief groove in the surface of said outer piston adapted to connect said spark plug recess with an exhaust port in said cylinder; an inner piston adapted to reciprocate in saidouter piston; a crank shaft; and means for connecting said pistons with said crank shaft.

7. In an internal combustion engine, a base having an exhaust chamber and an exhaust port-formed therein; a cylinder, provided with inlet and exhaust ports, mounted on and projecting into said base and separating said exhaust chamber from the rest of said base; a separable head on said cylinder; an inlet port and an inlet valve in said head; a spark, plug recess formed in the side of said cylinder; a passage from said cylinder head tosaid recess; a non-return valve in said passage; an oil groove formed in the joint between said cylinder and cylinder head and ducts leading from said groove into said cylinder; an outer piston provided with inlet and exhaust ports and adapted to reciprocate in said cylinder; a relief groove in the surface of said outer piston adapted to connect the port from said spark plug re- 'cess with an exhaust port in said cylinder; an inner piston adapted to reciprocate in said outer piston; a crank shaft; and means for connecting said pistons with said crank shaft.

8. In an internal combustion engine, a base having an exhaust chamber and an exhaust port formed therein; a cylinder, providedwith inlet and exhaust ports, mounted on and projecting into said base and separating said exhaust chamber from the rest of said base; a separable head on said cylinder; an inlet port and an inlet valve in said head; a deflector surrounding the outlet from said valve; a spark plug recess formed in the side of said cylinder; a passage from said cylinder head to said recess; a non-return valve in said passage; an outer pistonprovided with inlet and exhaust ports and adapted to reciprocate in said cylinder; a relief groove in the surface of said outer piston adapted to connect said spark plug recess with an exhaust port in said cylinder; an innerpiston adapted to reciprocate in said outer piston; a crank shaft; and means for connecting said pistons to said crank shaft.

9. In an internal combustion engine, the combination of 'a base having an exhaust chamber and an exhaust port formed therein; a cylinder; provided with inlet and exhaust ports, a spark plug recess in the side thereof with a port leading from. said recess into the cylinder; a separable head on said cylinder having an inlet port and an inlet valve in said head; a deflector surrounding the outlet from said valve; an oil groove formed in the joint between said cylinder and said head and ductsleading from said groove into the cylinder; a passage with a non-return valve therein, from the cylinder head to the spark plug recess; an outer piston, adapted to reciprocate in said cylinder, and provided with inlet and exhaust ports; an inspection opening in the head thereof closed by a removable plug; a relief groove in the surface thereof adapted to connect the port from the spark plug recess to an exhaust port in the cylinder; radiating fins in the head of said outer piston and said removable plug; an inner piston adapted to reciprocate in said outer piston a crank shaft; means for connecting said pistons to said crank shaft. all substantiallv as shown and described.

In testimony whereof I have afiixed my signature.

WILLIAM H. SCHNEIDER. 

